Covering mechanism for internal-combustion engines.



W. E. VER PLANCK.

GOVERNING MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION r1120 121;.12. 1913.

1,170,199. Patented Feb. 1, 1911s.

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W. E. VER PLANCK.

GOVERNING MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED FEB. 12. 1913. 1,170,199. Patented Feb. 1, 1916.

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eovsnwme MECHANISM FOR INTERNAL COMBUSTION 111mm.

APPLICATION FILED FEB. 12, 1913.

Patented Feb. 1, 1916.

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WILLIAM EVERE'IT VER PLANCK, 0F ERIE, PENNSYLVANIA, ASSIGNOR TO ELECTRICCOZMPANY, A CORPORATION 015 NEW YORK.

GOVERNING MECHANISM FOR INTERNAL-COMBUSTION ENGINES.

Application filed February 12, 1913.

To all whom it may concern:

Be it known that I, VViLLiAM E. Vim PLANCK, a citizen of the UnitedStates, residing at Erie, county of Erie, State of Pennsylvania, haveinvented certain new and useful Improvements in Governing Mechanism forInternal-Combustion Engines, of which the following is a specifica tion.

The present invention relates to internal combustion enginesof thesocalled constant pressure type wherein the fuel is injected into highlycompressed air in the cylinder or cylinders, the temperature of said airbeing above the igniting temperature of the fuel. and firing it. Insuch. engines fuel .is supplied under high pressure by one or more pumpsto injectors or pulverizers located in the cylinders and from which itis forced into the cylinders against the high pressure therein by Whatis commonly referred to-as blast air received from a reciprocatingcompressor driven by the engine. The admission of blast air and fuel tothe cylinders is controlled by needle valves that are opened and closedat regular intervals by suitable mechanism driven by the engine. Owingto the high compression in the cylinders such engines have to be startedby some auxiliary source of power. The common. arrangen'ient is toprovide blast bottles connected with the compressors for in troducingfuel to the engine, and other bottles or receivers for supplying highpressure air for starting purposes. I propose to do away with blastbottles and take air for injection purposes directly from the coolingcoil of the compressor, which coil I purposel y make large so that ithas considerable capacity. l or-starting I do away with the bottles orreceivers and utilize an electric motor or the like for the purpose.This means then that until the engine and compressor have been given anumber of strokes there will beno blast air available. Since the fuelpumps are driven by the engine and since the fuel or needle valves areopened at n-edetermined intervals by the engine, it follows that. unlessmeans are provided to prevent it, as the engine turns over, fuel will beforced by successive pump strokes into the injectors and either collecttherein or work into the cylinders where it \vill'cause dangerously highpressures on the first firing Specification of Letters Patent.-

Pas ed Feb. 1, 191a.

Serial No. 747,954.

stroke. To avoid this objection I provide a governor for the fuel supplythat is responsive to air pressure and by-passes fuel from each of theinjectors or pulverizers until such time as the compressor has had anopportunity to build up an air pressure which is superior to thecompression pressure in the cylinder, afterwhich the bypass is closedand the engine operated in the normal manner. I This pressure governorhas no control over the fuel pump which may have any suitable or usualform of governing mechanism to regulate its delivery. My improvedarrangement also has the advantage that if one of the blast pipes isdisrupted, as sometimes happens due to a structural weal:- ness, theengine will be automatically shut down and this without theaocumulationof excess fuel in the injector or pulverizer to give troublewhen the engine is re-started. 1 may also with material advantageutilize this same governorto control the compressor manner as to relievethe air pressdr'ethereinv and permit it to open the fuel by-pass valveor valves and thus shut down the engine by cutting off its supply offuel.

In the accompanying drawings Whicn illustrate one of the embodiments ofmy invention, Figure 1 is a view in side elevation of an internalcombustion engine arranged to drive an air compressor and electricgenerator; Fig. 2 is a detail sectional view of a governor controlledby-pass for the fuel; Fig. 3 is a longitudinal section of my improvedpressure governor; Fig. 4 is a cross section of the same; Figs. 5 and 6are respectively a side elevation and plan of the governor: Fig. 7 is adetailed view showing an emergency governor for relieving the pressureon the pressure governor when the speed of the engine exceedspredetermined value; and Fig. 8 is a detailed view of a f l i nicctor orpulverizer.

10 indicates the base of the engine which is provided with as manycylinders 11 as are necessary or desirable. Each cylinder may. heprovided with one or more pistons; I prefer to use two pistons in eachcylinder,

the lower piston being connected to the crank shaft by a single rod andthe upper piston by two side rods. \Vhether one piston or .two isprovided for each cylinder, it should, to attain the best results,compress the air therein to a temperature above the igniting temperatureof the fuel. The fuel is introduced into each cylinder-by an atomizer,or pulverizer 13 which may be' of any suitable construction. This isshown in detail in Fig. 8 wherein 14 indicates a needle valve forcontrolling the admission of fuel to the engine, said valve beingoperated at regular intervals by means driven by the main shaft 12. Fuelis admitted to the pulverizer by the pipe 15 and blast air to thepulverizer by the pipe 16, which is connected to the distributing valve17 of the air compressor 18. The compressor may be of any type capableof supplying fluid to the injector at a pressure above the compressionpressure of the engine. Fuel is supplied to the pulverizer by the highpres sure pump 19 of suitable construction, a separate pump beingprovided for each cylinder. The particular construction and arrahgenient of the pump is immaterial to the present invention. lpreferto drive the pumps from the main engine shaft. They may be governed intheir normal action by any suitable means. Their effective action duringthe starting period of the engine and under emergency conditions is controlled by the air pressure governor and the emergency governor,-to bedescribed in detail hereinafter. The exhaust from the cylinders escapesby the exhaust pipe 21.

22 indicates a pipe for conveying cooling water to the engine cylinders.

23 indicates an electric generator whose rotor is directly mounted onthe main shaft 12 of the engine. Current from this generator may be usedfor any suitable purpose. Mounted on the generator is an electric motor24, used for starting purposes. The motor receives current from astorage battery or other source of electric energy. It is provided withthe usual armature shaft and mounted thereon is a sprocket gear 26 whichis connected by a chain or other means 27 with the main shaft of theengine.

Referring to Figs. 3 to 6, the construction of the. pressure ggvernorwill be described.

30 indicates a base which supports the cas ing 31, the latter supportinga cylinder 32. Between the cylinder and the inner wall of the casing isa chamber 33 containing oil or other fluid, the object of which is toprevent air under high pressure from leaking between the inner wall ofthe cylinder and the plunger 34. The lower end of the cylinder isprovided with a small opening to establish communication between thecylinder and the chamber. It should be noted that the cylinder 32 doesnot extend to the bot tom of the chamber. The object of this is toprovide a recess or the like in which foreign particles can settle. Theplunger is provided with a packing 36 at its upper end to prevent theescape of liquid and air or other fluids from the chamber. Air or otherelastic fiuid enters the chamber 33 from the air compressor 18, Fig. 1,by the nipple 37 and pipe 37; the latter being connected to thedistributing valve 17. As the pressure due to the compressor builds upthe pressure in the chamber .33 increases which causes the plunger 34 torise. The upward movement of the plunger is opposed by a lever 38 whichhas a fulcrum 39 carried by the link 40. The left-hand end of the leveris attached to a coiled extension spring 41, the latter being adjustableso that the pressure at which the governor will operate can be changedat will. 42 indicates a stop for limiting the downward movement of thelever under the action of the spring 41, and 43 indicates a stop forlimiting the upward movement under the action of the plunger 34.

During the starting period of the engine it is necessary to prevent fuelfrom the pumps from entering the injectors or pulverizers and. thecylinders. To this end a by-pass and valve are located in the pipe 15leading from the fuel pump to the pulverizer. The construction of thebypass is best shown in Fig. 2, wherein 45 indicates a fitting which isbolted or otherwise se cured to the base of the pressure governor. It isprovided with screw-threaded projections to receive the nipples 46 and47, the former being arranged to receive fuel from the pump and thelatter to deliver it to the pulverizer in the engine cylinder. Locatedinside of the fitting and extending in a horizontal plane is a checkvalve'48 that freely opens when fuel flows from the nipple 46' throughnipple 4.7 and closes automatically to prevent fuel from flowing in theopposite direction. This is to prevent the air blast pressure fromblowing, fuel from the portion of the pipe 15 leading to the pulverizerthrough the by-pass when the controlling valve of the latter is open. Tostate the matter briefly 48 is a check valve opening toward the engine..49 indicates a by-pass valve arranged in the by-pass 50, said valvebeing given a constant tendency to close by the coiled compressingspring 5i. \Vhen the valve is in the position shown in Fig. 2 fuel canpass from the pump 19 through the nipple 46 past the valve 49 into theby-puss50, from which it is returned to the overflow tank 52, Fig. 1. bythe pipe 53. The by-pass valve is held shut during the normal operationof the engine by the spring 51, but during the starting period it mustbe held open until the air pressure due to the compressor reaches apredetermined value which is suby Letters Patent of the United States,77

1. The combination of an engine, a compressor, a fuel pump, an injectorfor the engine that receives fluid from the compressor and fuel from thepump, and a governor responsive to the pressure of the fluid deliveredby the compressor for preventing fuel from entering the injector untilsaid pressure exceeds a predetermined value.

2. The combination of an engine, a compressor driven thereby, a fuelpump, an injector for the engine that receives fluid from the compressorand fuel'from the pump, a by-pass for the fuel supply located betweenthe pump and injector, and a governor sensitive to a condition of thefluid passing through the compressor which holds the bypass open untilthe pressure ofthe fluid delivered by the compressor exceeds apredetermined value.

3. The combination of an engine, an elastic fluid compressor, a fuelpump, an injector for the engine that receives fluid from the compressorand fuel from the pump, and a governor for controlling the admis sion offuel to the injector which comprises a member sensitiveto the pressureof said fluid, a means acting in opposition to the member, and a valvecontrolling the passage of fuel through the injector.

4. The combination of an engine, an elastic fluid compressor, a fuelpump, an injector for the engine that receives fluid from the compressorand fuel from the pump, a main governor responsive to the pressure ofthe fluid delivered by the compressor for preventing fuel from enteringthe injector until the fluid pressure exceeds a predetermined value, andan emergency speed governor driven by the engine for by-passing fuelfrom the injector.

,5. The combination of an engine, an elastic fluid compressor, a fuelpump, an injector for the engine that receives fluid from the compressorand fuel from the pump, a main governor responsive to the pressure ofthe fluid delivered by the compressor for preventing fucl from enteringthe injector until the fluid pressure exceeds a predetermined value, anemergency governor responsive to an operating condition of the engine,and a valve controlled thereby which relieves the fluid pressure on thegovernor and prevents fuel from entering the injector.

6. The combinationflof an engine, an elastic fluid compressor, a fuelpump, an injector for the engine that receives fluid from the compressorand fuel from the pump, a bypass for the fuel which is open when theengine is idle, a governor responsive to the pressure of the fluiddelivered by the compressor which closes the by-pass when said pressureexceeds a predetermined value, and an emergency governor driven by theengine which when its speed exceeds a predeter mined value assumescontrol of the fuel supply to the exclusion of the pressure governor.

7. The combination of an engine, an elastic fluid compressor, a fuelpump,van injector for the engine that receives fluid from the compressorand fuel from the pump, a bypass and valve for the fuel supply locatedbetween the pump and injector, a governor having a member movable'inresponse to the pressure of the fluid delivered by the compressor forclosing the by-pass valve when said pressure reaches a predeterminedvalue, a second bypass and valve, and an emergency speed governor drivenby the engine which when it acts relieves the fluid pressure on saidmember and permits its governor to open the first mentioned by-pass.

8. The combination of an engine, an elastic fluid compressor driventhereby, a fuel pump, an injector for the engine that receives fluidfrom the compressor and fuel from the pump, a governor responsive to thepressure of the fluid delivered by the compressor which determines whenfuel shall be delivered to the injector, and means also actuated by thegovernor for regulating the pressure of the fluid delivered by thecompressor.

9. The combination of an engine, an elastic fluid compressor driventhereby, a fuel pump, an injector for the engine that receives fluidfrom the compressor and fuel from the pump, a governor comprising amember movable in response to changes in pressure of the fluid deliveredby the compressor and a means acting in opposition thereto, and athrottle-valve for the intake of the compressor which is moved by saidmember.

10. The combination of a multi-cylinder engine, an elastic fluidcompressor, a fuel pump for each cylinder, :1 fuel injector for eachcylinder, a governor responsive to changes in pressure of the fluiddelivered by the compressor which determines when fuel s iall bedelivered by the pumps to their respective injectors, and meansresponsive to an operative condition of the engine for rendering thegovernor inactive.

11. The combination of a multi-cylin'der engine, an elastic fluidcompressor, a fuel pump for each cylinder. a fuel injector for eachcylinder, a governor responsive to changes in pressure of the fluiddelivered by the compressor, a bypass valve between each pump and itsfuel injector that normally tends to close and is held open by the gov-12. In the combination of an engine, a compressor, a fuelv pump,aninjector, and a governor responsive to the pressure of the fluiddelivered by the compressor which comprises a plunger and cylinder towhich fluid from the compressor is admitted, a lever acted upon by theplunger, a spring for loading the lever, a by-pass valve in the pumpcircuit between it and the injector, and means moved by the lever forholding the valve open until the plunger has moved the lever apredetermined distance."

13. In the combination, a multi-cylinder engine, a compressor, a fuelinjector for each cylinder, a fuel pump foreach cylinder, 21 by-pass ineach pump circuit between said pump and its injector, and a governorcomprising a plunger and cylinder to which fluid from the compressor isadmitted, a lever moved by the plunger, a means acting on the lever inopposition to the plunger, and a bridge piece movable with the lever forsimultaneously controlling the by-pass valves.

11. In the comlt ination, a multi-cylinder engine, a compresi r fuelinjector for each cylinder, a liv pass in each pump circuit between saidpun'sp and its injector, and a governor comprising a plunger andcyliuder to which lluid from the compressor is admitted, a lever movedby the plunger, :1 means acting on the lever in opposition to theplunger, a bridge piece movable with the lever for simultaneouslyreleasing the hypasS valves, and a valve which controls the admission offluid to the compressor and is actuated by said lever.

15. The combinati compressor driven thereby, a fuel pump, an injectorfor the engine that receives fluid from the compressor and fuel from thepump, and a means responsive to the "pres sure of the fluid delivered bythe compressor for preventing fuel from entering the injector when saidpressure falls below a pre determined value.

16. In an apparatus of the character de scribed, the combination with Ian engine having a fuel injector and a ccmpressrn' driven thereby forsupplying air to the injector, of a governor comprising a base haw ing aliquid containing (Jl'ltllIll'.'NF i', a cvlindci that extends into saidchamber and is pro vided with an opening communicating thereon of anengine, a fluid With, a plunger in the cylinder, a lever that is movedby the plunger, a spring acting on the lever opposition to the plunger,a conduit adn'ntting fluid under pressure from the compi seer to thechamber, a valve which throttles the intake of the compressor, :H'nlmeans emulating said valve to the lever.

ii. in an appamtus of the character describe-1i, the cm .ation with anengine having a fuel in ector, a compressor driven thereby for pp yiugair to the injector, and a. pump 1r supplying fuel to it, of a governorcomp ing a base having a liquid containing chamber, a cylinder thatextends into said chaniher'and is provided with an opening communicatingtherewith, a plunger inthe cylinder, a lever that is moved by theplunger, a spring acting on the lever in opposition to the plunger, aconduit admitting fluid under pressure from the compressor to thechamber, a valve that has a tendency to close and controls the deliveryof fuel from the pump to the injector, and means actuated by the leverfor opening said valve when the pressurein the chamber is below apredetermined value.

18, In an apparatus of the character described, the combination with anengine hav ing a fuel injector, a compressor driven thereby forsupplying air to the injector, and a pump for supplying fuel to it, ofa, governor comprising a base having a liquid containing chainliier, acylinder that extends into said chamber and is provided with an openingcommunicating therewith, a plunger in the cylinder, a lever that ismoved by the plunger, a spring acting on the lever in opposition to theplunger, a conduit ad initting fluid under pressure from the compressorto the chamber, a valve that has a tendency to close and is actuated bythe lever thrrulgh lost motion, said valve controlling the delivery offuel from the pump to the injector, and a second valve that is connectedto and moves with the lever under all conditions For throttling theintake of the comj'u'cssor.

In Witness whereof, I have hereunto set my hand this 7th day of Feby,1913.

IVM. EVERETT VER PLANCK.

ll'i tncsses Donnax \Vuavnn, Fnonnxcn W. Van PLANCK.

